Train-controlling device.



T. W. SCOTT.

"WRMN CONTROLLING DEVICE.

APPLICATION FILED IAN. 9. m4.

1,21 2,157. Patented Jan. 9, 1917.

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T. W. SCOTT.

TRAIN CONTROLLING DEVICE.

APPLICATION FILED nuns. 1914.

Patented Jan. 9,1917.-

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ATENT OFFICE.

THOMAS W. soon, or BALTIMORE, M.A.RYLANID, ASSIGNOR To {r fe Anem r nI'iv CONTROL COMPANY; OF BALTIMORE, MARYLAND, A. CORPORATION OFIVIARYLAND.

TRAI-N-CONTRGLLING DEVICE.

Specification of Letters Patent.

Patented Jane, 1917.

To all whom it may concern:

Be it known that I, THOMAS 1V. Score, a citizen of the United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful 1mprovements in Train-Controlling Devices, of which the following is a specification.

This invention relates to an improved train control apparatus and has reference to that form of train control apparatus shown in U. S. Patent 1,010,372 granted November 28th, 1911, wherein the track rails are formed into insulated blocks or sections and are provided at intervals with short ramp rails with which contact shoes on the vehicle may engage during the passage of the vehicle.

In the system referred to ramp rails are located at intervals apart and along the side of or adjacent to track rails and the positions of the ramp rails with respect to the contact shoes on the vehicle are such that one contact shoe will engage what is termed the caution ramp rails only while the other contact shoe will engage the stop ramp rails only. By this means a caution signal may first be given the engineer if the road conditions ahead are such that he should exercise caution, and if actual danger is ahead or the engineerdisregards the caution signal an automatic stop of the vehicle will be effected.

The present inventionhas for-one of its objects to utilize the apparatus on the vehicle and trackway in substantially the same manner as above set forth butto provide improved means on the vehicle whereby those ramp rails that are utilized for caution signals during travel in one direction may be utilized as stop ramp rails when the direction of travel is reversed and those ramp rails which are utilized as stop rails during travel in one direction will become caution signal rails when the direction of travel is reversed. Thus by means of the present invention the use to which the ramp rails are put will be varied according to the direction of travel and caution ramp rails for vehicles traveling in one direction will become stop ramp rails when the direction of travel is reversed. 7

In practice it is preferred to locate the two sets of ramp rails on oppositesides of the track rails and to provide a contact shoe on each side of the vehicle so that theco-ntwo contact shoes and to so arrange the vehicle circuits that during the travel of the vehicle in one ohrection one shoe will be in circuit with the signal mechanism while' the other will be in circuit with the stop mechanism, whereas when the travel of the vehicle is reversed the circuits will also be reversed so that what was previously utilized as the caution shoe will now become the stop shoe and the shoe previously utilized as the stop shoe will become the caution shoe A further object of the invention is to provide a circuit reverser in connection with a reverse lever on the vehicle whereby the reversing of the lever to reverse the direction of travel will automatically reverse the circuits.

The invention is illustrated in the accompanying drawings, wherein,

Figure 1, shows an outline view of a. vehicle in side elevation to which the improved mechanism is attached. Fig. 2, is a diagrammatic illustration of the apparatus on the vehicle, and Fig. 3 shows the circuit reverser in reversed position.

In practice it is preferred that the contact shoesfl, and, 5, be located at opposite sides of the vehicle and in the case of a locomotive 1 have found in practice that the shoes can very conveniently be attached to the tender adjacent to the front truck. In the present instance the contact shoe, 5, will be considered as located at one side of the tender and will be considered the stop shoe, whereas the shoe, 1, will be located on the other side of the vehicle and will be termed the caution shoe, the vehicle being considered as travel ing forward.

By referring to Fig. 2,, of the drawing the devices and circuits employed on the vehicle will now be described.

Conveniently located in the 'cab are an electro-pneumatic magnet, 15, tocontrol an air-brake valve; an electro-magnet, 16, to actuate a cab indicator, 17, and to attract an armature, 18; a caution bell, 19, anda local battery or current supply, 20.

In the normal operation of the apparatus the caution-indicator magnet, 16, will be maintained in an energized condition while the vehicle is traveling from one caution ramp rail to another by a circuit beginning at battery, 20, and traversing wires, 21,22, and, 23, to and through electro-magnet, 16, energizing the latter and holding up armature, 18, then by wires, 24, and, 25, to contact plates, 26, of the circuit reverser; across the circuit reverser to contact plate, 27, and by wire, 28, to contact, 29, of the disconnecting block; through the latter to contact, 30; then by Wire, 31, to switch, 32, of the contact shoe, 4; then return by Wire, 33, to contact, 34, of the disconnecting block; then back across the block to contact, 35; then by wire, 36, to contact, 37, of the circuit reverser; across the latter to contact, 38; then by wire, 39, to armature, 18, through the latter to contact-point, 40, and finally return by wires, 41, and, 42, to the other side of the battery, 20. It will thus be seen that during the travel of the vehicle between caution ramp rails a circuit will be maintained from battery, 20, through the electro-magnet, 16, and circuit reverser to the caution contact shoe, 4, then return through the circuit reverser and armature 18, to the battery. In a similar manner the electro-pneumatic air valve, 15, will be maintained during the travel of the vehicle between stop ramp rails,the magnet of said electro-pneumatic valve also being maintained in an energized condition by a current from vehicle currentsupply or battery, 20, as follows: from battery, 20, by wires, 21, 22, and, 43, to and through the electro-pneumatic valve, 15, then by wire, 44, to contact, 45, of the circuit reverser; across the latter to contact, 46; then by wire, 47, to contact, 48, of the disconnecting block and across the latter to contact, 49; then by wire, 50, to switch, 51, of the stop contact shoe, 5; then return by wires, 52, and, 54, to contact, 55, of the disconnecting block and across the latter to contact, 56; then by wire, 57, to contact, 58, of the circuit-reverser and across the latter to contact, 59, and finally by wires, 60, and, 42, back to the current-supply or battery 20. From the foregoing explanation it will be seen that during the travel of the vehicle between caution ramp rail a normal vehicle circuit is maintained from the vehicle battery, 20, through the switch, 32, of the caution shoe, 4, and that during the travel of the vehicle between stop ramp rails anorinal vehicle circuit will be maintained from the vehicle current supply or battery, 20, through the switch, 51, of the stop shoe, 5.

It is to be understood that when either of the contact shoes passes onto a ramp rail it will be raised or swung up because each shoe is pivotally sustained toa bracket, 61, which is preferably carried by a plate, 62, on a truck bolster so that one end, 63, may swing. When therefore, the shoe rides up the in clined end, 64, of a ramp rail, 65, its free end will swing up and move a switch rod, 66, vertically so as to actuate a switch such as, 32, or, 51, and by so operating said switch interrupt the normal vehicle circuit between that shoe and the electro-magnet in the cab with which said switch is normally in circuit, as will presently be more fully explained. This upward movement of the caution shoe, 4, is also utilized to give an audible signal to the engineer in the cab, merely for the purpose of notifying the engineer that a caution ramp rail is being passed and that he should note the condition of his caution indicator, 17. This audible signal is given by the bell, 19, by means of a circuit that is formed while the caution shoe is in an elevated position, as will now be ex plained.

It will be noted that when shoe, 4, is elevated, the rod, 66, carried or actuated thereby, raises switch, 32, into engagement with two contacts, 67, so as to close and complete a circuit between wires, 68, and, 69, and the battery, 20, and bell, 19, as follows: from battery, 20, by wires, 21, and, 70, to bell, 19; then by wire, 71, to contact, 72, of the circuit-reverser across the latter to contact, 73; then by wires, 74, to contacts, 75, and 76; then by wires, 77, and, 69, through switch, 32, which is then presumed to be elevated because the shoe, 4, is raised by a ramp rail; then across switch, 32, to wires, 68, and, 54; then across contacts, 55, and, 56, of the disconnecting block to wire, 57, and contact, 58, of the circuit-reverser; across the latter to contact, 59, and finally by wires, 60, and, 42, back to the battery. Thus it will be seen that when the caution shoe passes over a ramp rail a circuit will be established through the bell, 19, and ring the latter, no matter whether a caution indication is to be registered in indicator, 17, or not, so that the engineer will be prompted to note the condition of his caution indicator.

In the system with which the present invention is designed to work as set forth in said U. S. Patent 1,010,372 both sets of ramp rails are connected in a local track circuit so long as conditions of safety prevail so that when either shoe passes over a ramp rail and the track is clear a circuit will be formed from the ramp rail through the shoe and serve as a substitute for the vehicle circuit which latter is always interrupted during the period through which the shoe is passing over such ramp rail. This interruption of the vehicle circuit takes place, in the case of the caution shoe by the shifting of switch, 32, and in the case of the stop shoe by the movement of the switch, 51. During the interruption in the normal vehicle circuit from battery, 20, however, (the the bell, 19.

road being clear) a current'from the ramp rail will be picked up for example by shoe, 4, and sentby wires, 78, 31, 28, 25, 24, to and through electro-magnet, 16, to keep the latter energized, then by wires, 23, 2'2, and, 79, through axle; 80-, to wheel, 81, and track rail, 82, and return to the local current supply with which the ramp rail is connected, thereby completing the substitute circuit andholding caution indicator energized while the normal vehicle circuit between the caution shoe and vehicle battery, 20, is interrupted through the shoe-switch, 32. A similar substitution of local track current takes place when stop shoe, 5, passes over a ramp rail and the track is clear, this substitute circuit including the ramp rail which the stop shoe is then engaging and the current thus picked up by the stop shoe will traverse wires, 83, 50, 47, 44, to and through electro-pneumatic magnet, 15; then return by wires, 48, 22, 79, to axle, 80, wheel, '81, and track rail, 82, and return to the local track battery (not shown) with which said ramp rail is connected. It will thus be seen .that this latter substitute circuit will inmay be obtained from thestop rail in case the road is clear, so that the engineer may 11 he desires, prove the accuracy of hiscaution mechanism after \gettlng a signal from rings the engineer is thereby notified that his caution shoe is passing over a caution ramp rail. If he then actuates hand switch, 84, and holds it in the actuated position until a brush contact, 85, on the pilot, -86,

brushes over the next stop-rail, a test circuit will be formed. This test circuit will be from said stop ramp rail through the brush contact, 85, by wire, 87, to hand switch, 84; then by wires, 88, and, 24, through the cab indicator;then by wires, 23, 22, and 79, to axle, 80; wheel, 81, and track rail, 82, and from the latter return to local track-battery. By this means the stop ramp rail will supply a current, if the track is clear, that will operate the cab indicator and the engineer can thereby get a clear through his stop shoe and also a clear on his indicator. 7

In case an engine is running backward it is' desirable that the caution mechanism be operated in advance of'the stop mechanism so thatthe same safety control will be afforded in backing as when going forward. To do this, I have provided improved means whereby the circuits through the contact For example, when ,ibe1l, 19, I

shoes may be readily reversed so that the shoe which is utilized for stop purposes when the vehicle is traveling forward may be changed to a caution shoe and the cantion shoe changed to a stop shoe. In carrying this feature of the invention out, I interpose a circuit reverser in the circuits between the twoshoes on the one hand and the pneumatic valve and cab indicator on the other hand. The particular construction of this circuit reverser is immaterial but it preferably consists of a cylinder or drum, 89, having spaced apart contact plates, 90, thereon to bridge across the gaps between certain of the contact plates at one end of the drum when the cylinder or drum is in one position thereby connecting the diametricallyoppo site contact plates. Therefore in one position of this drum contacts, 45, and, 46, will be connected; 38, and, 37, will be connected; 26, and, 27, will be connected; contacts, 59, and, 58, will be connected and contacts, 72, and, 73, will be connected. This arrangement of the reverser drum with respect to the several "conta'cts is maintained during the forward travel of the vehicle, at which time shoe, 4, will act as the caution shoe and shoe, 5, as the stop shoe. The drum, 89, however has another series of spaced-apart contact plates, 91, which latter when the drum is given a partial rotation, during the travel of the vehicle in a backward direction will form connections diametrically across thedrum between another series of contacts as follows: contacts, 92, and, .93; 94, and, 95; 96, and, 97; 98,and, 99; and contacts, 100, and, 101, will be connected when the drum is in :the backing position. V

A wire, 102, connects backing contact, 92,

with wire, 74; a wire, 103, connects contact, 7

93, with wire, 71; another wire, 104, connects contact, 94, with wire, 47; wire, 105, connects contact, 95, with wire, 25; wire, 106, connects contact, 96, with wire, 57; wire, 107, connects contact, 917, with wire, 39; wire, 108, connects contact, 98, with wire, 36; wire, 109, connects contact, 99, with wire, 44; wire, 110, connects contact, 100, with wire, 28, and wire, 111, connects contact, 101, with wire, 60.

It will thus be understood that when the vehicle is traveling in a forward direction connections between the cab mechanism and the contact shoes will be made through contacts, 90, of the circuit reverser but when the direction oftravel is reversed and the vehicle is backing the circuit reverser. will be shifted so that the connections between the cab mechanism and the shoes will be through the contacts, 91, of the circuitaeverser.

In the present instance -I have shown the circuit-reverser drum, 89, as having a crank- -arm,' 112, and a rod, 113, connects said crank-armwith the reverse bar, 114, of the vehicle. By this means the mere reversal of the bar, 114, to change the direction of the vehicle travel will simultaneously effect an operation of the circuit-reverser drmn 89, and cause a reversal of the circuits between the two shoes, 4, and, 5, and the cab mechanism. Therefore by providing the circuit reverser I am able to convert the caution shoe into a stop shoe and at the same time also convert the stop shoe into a caution shoe. As an example of this reversal on a backward movement of the vehicle it will be noted by tracing the circuit from the vehicle battery, 20, through the electro-pneumaticvalve, 15, to the shoe and back that said valve, 15, will be controlled by the shoe, 4, which now becomes the stop shoe because of its connection with said valve. It will be noted that this circuit is as follows on reversal: from battery, 20, by wires 21, 22, and, 43, to and through electropneumatic valve magnet, 15; then by wire,

44, to wire, 109, and contact, 99; then across the circuit-reverser'to contact, 98, and by wire, 108, to wire, 36; through contacts, 35, and, 34, of the disconnector block; then by wire, 33, to shoe switch, 32, of contact shoe, 4, (which now becomes the stop shoe) then returnby wire, 31, across contacts, 30, and, 29, of the disconnector block; then by wires,

28, and, 110, to circuit-reverser contact, 100;

across the reverser to contact, 101; then by wires, 111, 60, and, 42, back to the battery 20. A similar reversal of the circuits from cab indicator magnet, 16, and the shoe, 5, is effected as follows: fromybattery, 20, by wires, 21, 22, and, 23, to the magnet, 16; then by wires, 24, 25,-and, 105 to reverser contact, 95, and across the latter to contact,

94; then by wires, 104, and, 47, to and through contacts, 48, and, 49; then by wire, 50, to shoe-switch, 51, of contact shoe, 5, (which: now becomes the caution shoe) then return by wires, 52, and, 54, to and through contacts, 55, and, 56; then by wires, 57, and,

106, to reverser contacts,96, and, 97; then by wires, 107, and, 39, to and across armature, 18, to contact point, 40; then by wires, 41, and, 42, back to the battery, 20. The circuit through caution bell, 19, will also be somewhat changed by an operation of the circuit reverser.

Upon reversal, each time the shoe, 5, which now becomes the caution shoe, passes over a ramp rail, it will operate switch, 51, and close a circuit across contacts, 115, from one of which contacts a wire, 116, leads to and connects with wire, 31, and from the other of which contacts a wire, 117, leads to and connects with wire, 77. Therefore upon reversal, a circuit through the bell, 19, will be formed from battery, 20, by wires, 21, 22, and, 70, to and through the bell, 19; then by wire, 71, to branch, 103, contacts,

93, and, 92, of the reverser, branch, 102, to wire, 74; through connector block; then by wires, 77, and, 117, to contact, 115; across the switch, 51, of shoe, 5, (which at this. time will be elevated) to contact, 115, on

60, and, 42, back to the battery. It will 1 thus be seen that bell, 19, will ring each time the shoe, 5, passes over a ramp rail during a backing or reverse travel of the vehicle.

On a reversal, the bell, 19, will also ring each time the shoe, 4, (which at such times becomes the stop shoe) passes over a ramp rail, provided the road is clear, thus giving a clear indication for both shoes on reversal, which is desirable. This latter circuit through bell, 19, and switch of shoe, 4, is as follows :-from battery, 20, by wires, 21, 22, and, 70, to and through bell, 19; then by wires, 71, and, 103, across the reverser to wires, 102, and, 74; through connector block to wires, 77 and, 69; then across contact, 67, shoe-switch, 32, to other contact, 67, to wire, 68; then by wire, 54, across connector block to wire, 57, and branch, 106;

back across reverser to wires, 107, and, 39,

to armature, 18, (which must be up and the road clear); then by contact 40, and wires, 41, and, 42, back to battery, 20. It will be notedthat if armature, 18, is down because of the deenergization of electromagnet, 16, which occurs when the road is occupied, then the bell circuit from shoe, 4, back to battery, 20, will be interrupted and the bell will not ring when shoe, 4, passes over a ramp rail on reversal and the track is occupied.

Having thus described my invention what I claim and desire to secure by Letters Patent is 1. In a train controlling device the combination with a wheeled vehicle having a caution signal mechanism; a stop mechanism also on said vehicle; two contact shoes on the vehicle each shoe arranged to engage a separate series of ramp rails along the trackway; a shoe switch mechanically con nected to one shoe; another shoe switch mechanically connected to the other shoe; a circuit reverser on the vehicle and provided with a series of contacts; each side of each shoe switch having connection with a contact of the circuit reverser; means for connecting the signal mechanism with two contacts of the circuit reverser and means for connecting the stop mechanism with two contacts of the circuit reverser whereby when the reverser is in one position one shoe switch will have connection with the stop mechanism and the other shoe switch have connection with the signal mechanism and when the reverser is in another position the one shoe switch will be connected with the signal mechanism and the other shoe switch will be connected with the stop mechanism.

2. In a train controlling device the combination with a wheeled vehicle having caution and stop mechanisms thereon, of two contact shoes on the vehicle each to successively engage a separate series of ramp rails along the trackway; a shoe switch for each shoe and mechanically operated thereby upon the engagement of the shoe with a ramp rail; a circuit reverser on the vehicle said reverser having a series of contacts; means electrically connecting the caution mechanism through the circuit reverser with one shoe switch at a time; means for electrically connecting the stop mechanism through the circuit reverser with the other of the shoe switches at a time while the vehicle is traveling in one direction, and means for operating the circuit reverser to reverse the connections between the two shoe switches and the caution and stop mechanisms when the direction of travel of the vehicle is reversed.

3. In a train controlling device the combination with a wheeled vehicle having a circuit reverser which latter is provided with a. series of contacts; a caution mechanism on the vehicle; a stop mechanism also on the vehicle; a current supply on the vehicle; two ramp-rail contact shoes also on the ve hicle; a shoe-switch for each contact shoe; connections between the current supply, caution mechanism and some of the reverser contacts; connections between the current supply, stop mechanism and other reverser contacts; connections between one of the shoe-switches and those contacts of the reverser with which the caution mechanism is connected; connections between the other shoe-switch and those contacts of the reverser with which the stop mechanism is connected; branches on opposite sides of the circuit reverser and including other contacts thereof whereby the shoe-switch previously connected with the caution mechanism may be connected with the stop mechanism and the shoe switch previously connected with the stop mechanism may be connected with the caution mechanism, and a connection from each contact shoe to a reverser contact both of said latter connections being independent of both shoe switches.

4:. In a train controlling device the combination with a wheeled vehicle having a cau-. tion indicator and a stop mechanism and also having an audible signal thereon of a current supply on the vehicle; two contact shoes on the vehicle; a circuit reverser also on the vehicle; connections between the current supply, caution indicator, circuit reverser and one shoe when the latter is in a normal inoperated position; connections between the current supply, stop mechanism circuit reverser and the other shoe when the latter is also in a normal inoperated position and connections between the current-supply audible signal, circuit reverser and a shoe while thelatter is in an operated position whereby an audible signal will be given each time the shoe is actuated.

In testimony whereof I aifix my signature in presence of two witnesses.

THOMAS W. SCOTT. Witnesses:

CHARLES B. MANN, Jr., Louis C. KLERLEIN.

copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

